Ignition system for internal-combustion engines.



C. T MASON.

IGNITION SYSTEM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED SEPT. 29. l91-6.

1,260,985. Patented Mar. 26, ma

2 SHEETS-SHEET l.

c. T. MASON.

lGNlTlON SYSTEM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED SEPLZQ, I916.

1,260,985. Patented Ma1'.26,1918.

2 SHEETS-SHEET 2.

for internal ciated with each, magneto is era PATEN .h idlfihl TRIOAL COMPANY, OF

ASSIGNOR T01 SPLITDOEF ELIE" NEWARK, NEW JERSEY, A CGRPORATION OF NEW JERSEY.

IGNITION SYSTEM FOR INTERNAL-COMBUSTION GENES.

Specification 01" Letters Patent.

{application filed September 29, 1916. fierial No. 122,86fi.

To (:15 whom may concern:

Be it known thatI, CARL THOMAS MASON, a citizen of the United States, residing at East- Orange, in the countyof Essex and State of New Jersey, have invented certain new and useful Improvements in Ignition Systems for Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawing.

The invention relates to ignition systems combustion engines, and more particularly to the starting ignition when the engine is being turned over slowly either by hand or other starting means.

object of the invention is to provide an i nition system wherein'the sparking voltage is furnished by a high tension magneto or magnetos having primary and secondary windings, and wherein the current for the primary winding during the slow running of the engine at starting is furnished to the magneto from an independent low tension magneto which is operated from the crank means for the engine.

A further object of the invention is to provide an ignition system of the above character wherein the low tension magneto is driven at a greater speed than the engine shaft while generating current'for the primary winding of the high tension or main ignition magneto.

These and other objects will in part be obvious and will in part be hereinafter more fully disclosed.

In the drawings, which show by Way of illustration one embodimentof the inven-' Figure 1 is a view showing, more or less diagrammatically, an ignition system embodying my improvements; v

Fig. 2 is a diagrammatic view, showing the circuit connections of my improved system. r

The invention consists in an ignition system having a high tension magneto or generator for furnishing the sparking voltage for the engine during the nor -ial running of the engine. One or more Ina etos of this type may be used, as desire These magnetos are positively driven by the means of gears or the like so that theyare always in proper timing with the engine. Assothe usual dis v suflicient to produce trilouter when said magnetos are used in COIIIIGCUOH. with a multiple cylinder engine. Also associated with-these magnetos and for starting purposes is an auznliary magneto winding connected shaft for starting, generates suiiicient cur rent so as to produce the required starting voltage in the secondary'of the main magneto furnishing ignition for the engine. The connection between the armature of the starting magneto and the cranking mechanism may be such as to drive the armature of the magneto at a much greater speed than the speed of the engine shaft during starting.

eferring more in detail to the drawings: i

The improved ignition system consists of two main ignition inagnetos of a high tension type, indicated at 1 and 2 in the draw ings. The structure of these magnetos is identical, and each consists of a primary winding p and'a secondary windin .9. The secondary winding is connected to t e core 0 at one end thereof, and the core is grounded, as indicated diagrammatically in Fig. 2 of the drawings. The other end of the second ary winding is connected with a distributor a? which is in turn connected to the spark plugs of the engine. The magnetos are provided with the usual interrupters, indicated at 1: for the primary circuit and the condenser indicated at 6. These magnetos are geared to the engine shaft so as to be positively driven thereby and in proper timing with the engine. Y During the starting of the engine, the engine shaft is turned very slowly and the current generated in the primary of the main ,magnetos l and 2 may not be quite the desired voltage in the secondary windin for sparking, and I have, therefore, associated with these main magnetos an auxiliary starting magneto of the low tension type which is indicated at 3. This magneto 3 is, as herein shown, mounted Patented Mar. as, rare till dti

adjacent the end of the engine shaft, which is adapted to be turned by a crank 4 for starting. The armature of the magneto 3 is provided with a pinion 5. The crank carries a pinion 6. When the crank is pushed in for clutching engagement with the armature shaft, the pinion 6 is caused to mesh with the pinion 5, said pinion 6 being normally out of engagement with the pinion 5. The pinion 6 is preferably considerably larger than the pinion 5 so as to rotate the armature shaft of the magneto 8 at considerably greater speed than the eiigine shaft. Preferably these gears are so proportioned as to drive the armature shaft of the engine four revolutions for every single revolution of the engine shaft.

{This starting magneto is of the ordinary low tension variety and is providedwith a winding indicated at 7. The current generated in the winding 7 during the turning over of the engine shaft for starting is carried to the primary of one or the other of the magnetos 1 and 2. One terminal of the winding '7 is grounded, while the other terminal is connected to a line 8 which leads to a switch S. Said switch is provided with a segmental plate 9 with which the conductor 8 is attached. Said switch is also provided with a terminal 10 which is connected through the conductor 11 with the primary p of the magneto 1. The switch has a sec- 0nd terminal 12 which is connected through the conductor 13 in the primary 77 of the magneto 2. Said switch is provided with movable contacts 14 and 15 which are connected with the segment 9, as indicated diagrammatically in the drawings. When the contact 14 is brought-into engagement with the terminal 10, then the segment 9 is connected with the primary of themagneto 1, and thus the winding of the low tension magneto .3 is connected with the magneto 1. When the ,contact 15 is con nected to the terminal 20, then the winding 7 of the magneto 3 will be connected to the magneto 2. If a single magneto is used, then, of course, this switch will be modified accordingly.

In the operation of my improved ignition system, the crank 4 is connected to the engine shaft-for starting the engine, and as the engine shaft is turned over the armature of the auxiliary starting magneto 3 will be rotated. The current generated in the winding 7 will pass through the switch S,to one or the other of the main high tension mag netos, and the current thus furnished; to the primary of thevhigh tension magneto will generate a sparking voltage in the secondary of said high tension magneto, which will be furnished to the proper cylinder through the distributor cohperating with said magneto. his soon as the engine has-started,

mechanism, itwill be understood that it may be used in connection with any cranking mechanism for the engine. By using this low tension magneto suflicient current may be generated for obtaining through the secondary of a high tension magneto sufficient voltage for sparking purposes although thegengine shaft is moving very slowly. As soon as the engine shaft is operated from the power of the-engine, then the main high tension magnetos will, have sufficient speed imparted to the armatures to furnish the proper current sparking voltage for ignition.

It is obvious that minor changes in the details of construction and the arrangement of parts may be made without departing from the spirit of this invention, set forth in the appended claims.

Having .thus described the invention, what is claimed as new is V 1. An ignition system for internal combustion engines comprising an ignition mechanism including a main high tension magneto driven by the engine and having a primary and a secondary winding for furnishing sparking voltage, a startin 'low tension magneto having a windin a apted to be connected to the primary 0 the high tension magneto for furnishing current thereto, and means for operating said starting magneto from the cranking means-for the engine. a

2. An ignition system for internal combustion engines comprising an ignition. mechanism including a main high tension magneto driven by the engine and having a primary and'a secondary winding for furnishing sparking voltage, a starting low tension magneto having a winding adapted a secondary winding for furnishing sparking voltagdja low tension starting magneto having a winding adapted to be connected to the -pr1mary ef the high tension magneto for furnishing'cu'rrent thereto, a gear connected with. the crank for cranking the engine and turning therewith, and agear on the armature shaft of the starting magneto adapted to mesh with the gear on the crank si When said crank is in engagement with the engine'shaft, said gears being so proportioned as to turn the armature shaft of the magneto at a greater speed than the engine shaft.

In testimony whereof I hereunto efiix my gnature in the presence of two wltnesses.

CARL THOMAS MASON. w itnesses':

W. J. MURRAY, G. V. GAss. 

